Dear ST Board Members Harrel and Balducci

Your comments at the March 23^rd Sound Transit Board meeting prompted this post. The meeting agenda included approving the following “Business Item”

Motion No. M2023-18: Confirming or modifying the preferred alternative light rail route and station locations for the Ballard Link Extension for additional environmental review, including preparation of a Final Environmental Impact Statement -- Materials Forthcoming”

 

The discussion concluded with board members Mayor Harrel and Claudia Balducci objecting to having to choose between the 4^th Ave CID and  Pioneer Square stations. That the CID station provided a “once in a lifetime opportunity to create a space for people to transfer from light rail to light rail, to Sounder and Amtrak".   That more study was needed before the decision was made to give up that opportunity and proceed with the Pioneer Square station.

 

The result was a decision to replace M2023-18 with a motion calling the Pioneer Square Station the “Preferred Alternative" but requiring additional study of the 4^th Ave CID station. While no written version of the motion was available, Balducci’s version for an additional 2 months of study was unanimously approved.

 

This post opines any additional study should consider a 3^rd alternative. Use the existing CID Station on DSTT to provide “a space” for people to transfer from light rail to light rail, to Sounder, and Amtrack".  Terminate East Link and West Seattle Links there.  Terminate Ballard Link at the existing Westlake station since most link riders would get off at the new Westlake Station rather than at Pioneer station on 2nd tunnel.  Both stations could provide commuters with egress and access to light rail trains at a fraction of the time, cost, and disruption required for access at either end of a second tunnel.  Those needing to go beyond CID or Westlake could do so on existing DSTT.  The Sound Transit Board should use the two months to determine how many will need to do so. 

 

First, the Board needs to recognize Sound Transit’s goal should be to reduce congestion on routes into Seattle, not implement “voter approved” light rail extensions. That reducing congestion requires attracting more commuters to public transit. Estimate how many will use the light rail spine along I-5 and I-90 into Seattle.

Release the quarterly performance provided reports detailing how many of Sound Transit’s predicted 41,000 to 49,000 were added by the three stations on Northgate Link route to Westlake. While Sound Transit continued to route 510 into Seattle, Northgate Link riders were added by King County Metro ending KCM41 and Sound Transit terminating ST511-513 at Northgate, not increasing public transit ridership into Seattle. 

 

When Lynnwood Link begins operation, ST510 as well as most of the Snohomish Community Transit 400 bus routes into Seattle will terminate at Lynnwood station for light rail into the city.  Again, terminating bus routes reduces transit capacity into Seattle and nothing to reduce I-5 congestion. Thus, riders to Westlake could be reduced by continue to route ST510 and some of the SCT400 buses to Northgate for those going to UW and Westlake but continuing into Seattle.  I-5 riders to CID from Federal Way could be limited when Line 1 Link begins operation by continuing ST557 during peak commute into Seattle.

 

I-90 riders to existing CID station could be limited to those along East Link route to Redmond. Allow I-90 corridor bus riders to ride into Seattle rather than transfer to East Link on Mercer Island for the commute.  Ballard riders to Westlake and West Seattle riders to CID will be limited by the number of commuters within walking distance of the limited number of light rail stations.

 

The best available information as to how many of those arriving at Westlake and CID will continue through DSTT is to assume commuters will arrive at the same station they depart.  2019 pre-pandemic boardings show most got on at Westlake and CID stations to depart.  Sound Transit can use more recent departure data to anticipate how many future train riders continue through DSTT. It's unlikely to exceed the ~9000 rider per hour light rail capacity in each direction.

 

The bottom line is the Sound Transit Board has three choices. Continue with plans to spend 6-7 years and $12 billion on a second tunnel with an undetermined station near Westlake and at Pioneer Square.  Spend additional years and additional millions on a “once in a lifetime" opportunity to create a space for people to transfer from light rail to light rail, to Sounder and Amtrak”.  Or allow some bus routes to continue into Seattle to allow using the existing Westlake and CID stations for that opportunity with a minimum of time, cost, and disruption. 

 

It should be an easy choice